Driving mechanism for automobiles.



No. s7|,'o36. Patented Apr. 2z Ism.

. w. VAN wAGoNEB.

(Application med Oct. 19, 1900.)

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'Patented Apr. 2, I90I.

w. VAN w'AGoNe. DRIVING IECHANISMFUR AUTUMDBILES.

(Application med Oct. 19. 1900.)

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Patented Apr. 2, |901. W. VAN WAGONER.

DRIVINGMECHANISM F03 AUTDMOBILES.

(A pplicnfion led Oct. 19. 1900.;

(No Model.)

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nire STATES f einen.

VVTLLIAM VAN VAGONER, OF SYRAOUSE, NEW YORK, ASSIGNOR TO CENTURY MOTOR VEHICLE COMPANY, OF SAME PLACE.

DRlVING MECHANISM FOR AUTOMOBILES.

SPECIFICATION forming part of Letters Eatent N o, 671,036, dated April 2, 1901.

Application tiled October 19, 1900. Serial No. 33,606. (No model.)

To all whom it may concern:

Be it known that I, WILLIAM VAN WAG- ONER, a citizen of the United States,and a resident of Syracuse,in the county of Onondaga and State of New York, have invented a new and useful Improvement in Driving Mechanisms for Automobiles, of which the following is a specification.

This invention relates to the driving mechanism of an automobile in which the power is applied to the axles of the rear wheels by a longitudinal shaft, which is rotated near its front end by a motor attached to the carriagebody.

The object of this invention is to connect the motor with the longitudinal driving-shaft and the carriage-body in such manner that the motor and the shaft can adapt themselves to the varying positions of the carriage-body as the latter rises and falls on its springs,thereby preventing binding of the parts and enabling the body to move freely up and down.

In the accompanying drawings, consisting of three sheets, Figure l is a longitudinal sectional elevation of an automobile provided with my improvements. Fig. 2 is a top plan view of the running-gear and driving mechanism of the same. Fig. 3 is a longitudinal sectional elevation of the driving mechanism on an enlarged scale. Fig. 4 is a cross-section in line 4 4, Fig. 1.

Like letters of reference refer to like parts in the several igures.

A represents the carriage-body, supported on a front spring a and rear springs a. B B represent the side f`rames,and b the 'xed front axle to which the side frames are secured at their front ends and which carries the front wheels b on short stud-axles. O C represent the rear-axle casings, to which the rear ends of the side frames are secured. D represents the rear wheels, which are secured to axles journaled in the axle-casings (2. All of these parts may be of any suitable or well-known construction.

E represents a casing which incloses the compensating gear connecting the driving mechanism with the inner ends of the rear axles. This casing is loosely mounted on the inner ends ofthe aXle-casings in such manner that it can turn or rock concentric.therewith.

This rear casing is preferably composed of a semicrcular front part e and a similar rear part e', secured together by bolts e2.

F represents the longitudinal driving-shaft, which transmits motion to the axles of the rear wheels. This shaft extends with its rear end into the gear-casing E and carries at its rear end a bevel-pinion f, from which motion is transmitted through the compensating gear (not shown) to the rear axles.

G represents the rear portion of a tubular casing which incloses the rear portion of the shaft F. This casing is secured at its rear end to the front portion e of the gear-casing E and is provided at its rear end with a bearin g g, in which the rear end of the shaft is journaled.

H represents a gear-wheel which is secured to the front portion of the driving-shaft, and I the driving-pinion, meshing therewith. This pinion is secured to the motor-shaft 7c, which is mounted in the frame K of the motor. The gearwheel is preferably made somewhat wider than the pinion, so that the two wheels can shift their relative position lengthwise of the teeth to some extent without impairing the driving Contact. The motor may be of any suitable type-e1ectric, internal-combustion, or steam, as may be preferred. The gear mechanism shown in the drawings for transmitting motion to the driving-shaft F is suitable for use in connection with an electric motor. Any other suitable mechanism maybe employed instead for driving the driving-shaft from the motor as the character of the motor may require or render desirable.

G represents the front portion of the tubular casing, which incloses the front portion of the driving-shaft in front of the gear-wheel H and is provided at its front end with a bearing g', in which the front end of the driving-shaft is journaled.

L represents a casing which incloses the gear-wheel H and pinion l and which is secured to the adjacent ends of the tubular casings G G'. The casing L is preferably composed of two parts joined longitudinally and vertieally-a fixed part, which is secured to the tubular casings G G', and a detachable part, which is secured to the fixed part by bolts Z or other suitable fastenings.

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M represents a bearing-sleeve which is secured longitudinally underneath the motorframe K for supporting the front port-ion of the shaft-casing. This sleeve may be cast with the motor-frame or otherwise secured thereto, as may be preferred. The front portion G of the shaft-casing rests loosely in this sleeve, and the latter and the casing G can slide on each other lengthwise of the shaft and can also turn with reference to each other about the aXis of the shaft.

n represents two pivots which project laterally or transversely from the motor-frame K, and N represents two hangers which are arranged on opposite sides of the motor-frame and provided at their lower ends with transverse sockets frL, in which the pivots n are journaled. The hangers N are attached to the bottom of the carriage-body A by transverse shafts or pivots O, which are secured to lugs O', depending from the carriage-body. The hangers N are hung on these shafts by lugs p, so that the hangers can swing on these shafts.

When the carriage-body descends with reference to the running-gear, by compressing the springs the point of attachment of the motor to the carriage-body approaches the rear axles, and when the carriage-body rises this point of attachment recedes from the rear axles. The front end of the longitudinal driving-shaft rises and falls with the carriage-body. During this movement the gearcasing, in which the rear end of this shaft is journaled and which supports the rear end of the shaft on the rear portion of the runninggear, turns on the aXle-casings. The longitudinally-movable connection of the front end of this shaft with the motor-frame, the longitudinal pivotal connection of the latter with the frontend of the shaft, and the transverse pivotal supports connecting the motor-frame with the carriage-body enable the parts of the driving-gear to readily follow the movements of the body and to adapt themselves freely to all Variations in position which occur from the movements of the carriage-body and motor with reference to the running-gear.

I claim as my invention.-

1. The combination of the carriage-body, the run ning-gear,a longitudinal shaft for driving the rear wheels, a motor-frame connected with the front portion of said shaft, and a transverse pivotal connection by which the motor-frame is connected with the carriage body, substantially as set forth.

2. The combination of the carriage-body, the run ning-'gear,a longitudinal shaft for driving the rear wheels, a motor-frame connected with the front portion of said shaft, and hangers which are connected with the carriagebody by transversepivots and to which the motor-frame is connected by transverse pivots, substantially as set forth.

3. The combination of the carriage-body, the running-gear,alongitudinal driving-shaft for driving the rear wheels, a motor-frame connected with the front end of said drivingshaft-byalongitudinally-movable connection, and a transverse pivotal connection by which said motor-frame is connect-ed with said carriage-body, substantially as set forth.

4. The combination of the carriage-body, the ru nning-gear,alongitudinal driving-shaft, a casing for the same journaled at its rear end transversely on the rear portion of the running-gear, a motor-frame having` a longitudinally-movable connection with the front,- end of said shaft-casing, and a transverse pivotal connection by which said motor-frame is connected with said carriage-body, substantially as set forth.

5. The combination of 'the carriage-body, the running-gear,a longitudinal driving-shaft for driving the rear wheels, a motor-frame connected with the body by a transverse pivotal connection, and a longitudinally-sliding and longitudinally-rotary connection by which the motor-frame is connected with the front portion of said shaft, substantially as set forth.

6. The combination of the carriage-body, the ru nning-gear,a longitudinal dri ving-shaft, atubular casing for the same journaled at its rear end transversely on the rear portion of the running-gear and provided with bearings at its rear and front ends in which said shaft is journaled, a motor-frame having a longitudinal bearing in which the front. portion of said shaft-casing is capable of longitudinal and rotary movement, and a transverse pivotal connection by which the motor-frame is connected with the carriage-body, substantially as set forth.

7. The combination of the carriage-body, the rh nning-gear,a longitudinal driving-shaft provided with a gear-wheel, a motor-shaft provided with a driving-pinion which meshes with said Wheel, a gear-casing inclosing said wheel and pinion, a tubular shaft-casing extending from said gearcasing rearwardly and journaled transversely on the rear portion of the running-gear, a tubular shaft-casing eX- tending from said rear casing forwardly, a motor-frame provided with a longitudinal bearing in which the front portion of said shaft-casing is capable of longitudinal and rotary movement, and a transverse pivotal connection by which the motor-frame is connected with the carriage-body, substantially as set forth.

Wit-ness my hand this 13th day of October, 1900.

WILLIAM VAN VAGONER.

Witnesses:

WILLIS GLEAsoN, PETER B. COLE.

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